Accident Summary
On September 13, 2023, about 1654 eastern daylight time, an Engineering and Research Corporation Ercoupe 415-C, registration N2796H, was substantially damaged in an accident near Fitzgerald Municipal Airport (FZG), Fitzgerald, Georgia. The private pilot was fatally injured and the passenger was seriously injured. The airplane was operated as a Title 14 Code of Federal Regulations Part 91 personal flight.
Flight History
The passenger, who held a student pilot certificate, reported that the private pilot had told him the day before the accident that the airplane's annual inspection had just been completed and invited him to fly the next day. On the accident date, the pilot performed a walk-around inspection that included checking wings, lights, empennage, and control surfaces. Both boarded, with the passenger in the right seat. The passenger did not wear a lap belt because he was unaware the airplane was equipped with them; the airplane had no canopy and he did not wear a headset.
After engine start, the pilot taxied to the approach end of the runway. The passenger asked about an engine run-up, but the pilot said it was unnecessary because he had done one earlier that day. The passenger estimated 2–3 minutes elapsed between engine start and takeoff power application. A check of carburetor heat after taxiing was not performed.
The airport director reported hearing the engine misfiring during taxi, describing it as "not bad, but it was misfiring." He noted the pilot had not flown in a while. During the takeoff roll, the pilot discussed flight techniques. The airplane rotated about 2,154 ft from the approach end of runway 20. The airport director said the engine sounded normal during takeoff, but after rotation the airplane entered a "very shallow climb" at about 50–100 feet per minute to an altitude of 600–700 ft before he lost sight of it.
The passenger said after becoming airborne, the airplane turned left and climbed to no more than 2,000 ft. The flight lasted about 3–5 minutes. The passenger recalled the pilot mentioning a wind gust and pulling aft on the control yoke; the passenger thought they were too close to treetops. He did not detect any engine sound change before the accident. A witness heard a low-flying airplane, then the engine lose power, followed by impact. Another witness saw the airplane crash into a ditch.
Aircraft Information
The two-place, low-wing airplane was equipped with a fixed-pitch, two-bladed McCauley metal propeller. The engine limit was 2,575 rpm. Maintenance records showed the last annual inspection was on February 6, 2006; at the accident, the airplane had about 77 hours since that inspection and 1,736 total hours. The engine had 1,736 hours since new and 642 hours since last overhaul in 1977. The airplane’s registration was not current and its N-number had expired.
The airplane’s maximum weight was 1,260 lbs; empty weight was 845 lbs; useful load was 415 lbs. Based on pilot weight (204 lbs) and passenger weight (about 200 lbs), any usable fuel over about 1.9 gallons would exceed maximum gross weight. Fueling records showed the pilot purchased 10.89 gallons of 100LL fuel two days before the accident. Family reported adding 2.5 gallons to each wing tank the day before for taxi tests. Total fuel at departure could not be determined.
An airframe and powerplant mechanic reported that the pilot cleaned spark plugs the day before but did not test them. The passenger was told a recent annual inspection had been performed by an individual who, postaccident, told an FAA inspector he had never performed any annual or work on the airplane. The pilot did not hold an airframe or powerplant mechanic certificate.
Personnel Information
The pilot’s last aviation medical examination was January 27, 2012. He reported a history of diabetes and high blood pressure and used medications including metformin, lisinopril, nifedipine, and pravastatin. HbA1c was 7%. He was issued a second-class medical by special issuance, valid through January 31, 2013, with a requirement for corrective lenses. He completed a BasicMed course and CMEC most recently in July 2019.
The pilot’s daughter reported a history of seizures, for which he took levetiracetam, with the last seizure 4–6 weeks before the accident. Hospital records documented coronary artery disease, heart attack, bypass grafts in 2012, stents, high blood pressure, high cholesterol, and COPD. Medications included citalopram, losartan, amlodipine, metformin, montelukast, glimepiride, ezetimibe, clopidogrel, and others. No seizure history or seizure medication was noted in hospital records.
Meteorological Information
At the time of departure, the Fitzgerald AWOS reported conditions conducive to serious carburetor icing at glide power, based on temperature and dew point with 52.3% relative humidity.
Wreckage Examination
The airplane crashed in a residential area. Main wreckage rested over a ditch about 2.24 nm and 038° from the approach end of runway 20, oriented on magnetic heading 131°. No fire evidence. Fuel blight was found near the right wing tank. The engine was displaced; both wings extensively damaged; aft empennage displaced and rotated right. Elevator trim tab was extended trailing edge down (nose up). Canopy heavily impact damaged. Both seats had lap belts with no webbing damage. The passenger seat pan was deformed downward. Primer was unlocked and extended about 1 13/16 inches; its o-rings were satisfactory. Fuel pump was “on”; carburetor heat control extended about 1/4 inch; tachometer needle indicated about 1,600 rpm. Control systems showed no preimpact failure for pitch and yaw. Aileron cable in cockpit exhibited overload failure; left aileron rod end showed bending overload consistent with impact.
Fuel system: both fuel caps free of obstruction; no blockage of fuel lines. Left fuel tank outlet screen clean; right outlet screen not observed due to damage. Right fuel tank ruptured; left tank had punctures. No fuel in either tank. Fuel shutoff valve was past “on” and free of obstructions. About 1/4 ounce of liquid with color and odor of old aviation fuel was drained from auxiliary fuel pump; about 1/4 ounce from engine-driven fuel pump with no water. Auxiliary fuel pump operated electrically after priming. Engine-driven fuel pump pumped when hand-actuated.
Engine examination revealed crankshaft, camshaft, and valvetrain continuity. No preimpact failures or malfunctions of ignition, exhaust, air induction, or lubrication systems. All spark plugs produced spark when rotated. About 1/2 ounce of uncontaminated fuel from carburetor bowl. Carburetor heat cable continuous; carburetor heat door partially closed. Propeller: one blade had slight aft bend and full-span chordwise scratches; other blade bent aft about 45° with similar scratches; leading edges nicked.
Additional Information
According to the FAA’s “Pilot’s Handbook of Aeronautical Knowledge,” chapter 7, it is imperative for a pilot to recognize carburetor ice and, once power loss is noticed, apply full carburetor heat. Chapter 10 notes that excessive weight reduces flight performance. The airplane’s flight manual for the model 415-D provided takeoff performance data; calculated takeoff distance to clear a 50-ft obstacle at the time was about 2,332 ft, not accounting for the downsloping runway.